Method of and means for controlling vehicular traffic



June 2, 1942. L. L. BOSCH 2,234,533

METHOD OF AND MEANS FOR CONTROLLING VEHIQULAR TRAFFIC Filed May 20, 1938 4 Sheets-Sheet l 1 l ATTOR EYS June 2, 1942. L. L. BOSCH METHOD OF AND MEANS FOR CONTROLLING' VEHICULAR TRAFFIC Filed May 20, 1938 4 Sheets-Sheet 2 NNMQ r H g 25 1 J fig vm a HH L ENE SEE. 2E5: @525 E INVENTOR.

ATTORNEY June 2, 1942. L. sOsCH METHOD OF AND-MEANS FOR CONTROLLING- VEHICULAR TRAFFIC Filed May 20, 1938 4 Sheets-Sheet 3 Mums Q wiwww MEG IN VEN TOR.

June 2, 1942. L, BO CH 2,284,633

METHOD OF AND MEANS FOR CONTROLLING VEHICULAR TRAFFIC Filed May 20, 1938 4 Sheets-Sheet 4 ours/11E new/a:

eic/ ries SOLENO/DS INV TOR.

Patented June 2, 1942 UNITED STATES PATENT OFFICE METHOD OF AND MEANS FOR CONTROL- LING VEHICULAR TRAFFIC This constitutes a continuation in part of application Serial No. 81,747, filed by me on May 25, 1936, under the same title which identifies this case.

The high accident toll incident to the operation of vehicles is well known, and many devices and methods have been contrived for the purpose of limiting, controlling, or otherwise regulating their speed of operation. However, today still the accident toll remains excessive and its reduction a challenge to the civilized world.

My invention, herein described, has as its object the reduction of the accident rate thru the use of a new method of control, a method that regulates the operation of vehicles according to conditions. That is, my invention takes into ac count the fact that speeds of operation should be slower1, at night than at day; 2, at times of bad driving conditions such as rain, snow, sleet, fog, etc. than for dry, clear pavements or atmosphere; 3, for inexperienced operators; 4, for operators with bad performance records; 5, for operators who have been found guilty of infraction of trafiic laws; 6, for operators who are somewhat handicapped (if granted an operators franchise at all); 7, for vehicles of subnormal condition; 8, for vehicles having less than normal effective braking power per unit weight; 9, for certain trucks and busses than for pleasure carsor in general, for safety, that the speed of operation should be slower whenever the distance of perception, the reaction time of the operator, or the braking distance is increased beyond normal; in other words, that the speed of operation should be reduced whenever a condition or any given combination of conditions increases the overall stopping distance beyond normal, and further that the greater the number and magnitude of adverse conditions the greater should be the reduction in speed. Likewise, in general, the higher the rate of speed of the vehicle the greater should be the reduction for any given set of adverse conditions. For example, where speeds of twenty (20) and fifty (50) miles per hour may be allowed respectively on a bright, clear day, speeds of but fifteen (15) and thirty-six (36) miles per hour respectively might be allowed on a rainy night, a reduction of only five miles per hour for the low speed but fourteen (14) miles per hour for the higher speed.

In the foregoing example, as well as those others given in this specification, the arbitrary factor of approximately 0.85 has been used for each reduction in speed from normal. One adverse condition, therefore, would require all speeds to be reduced to 85% of normal, two adverse conditions would require speeds to be reduced to 72% (.85 .85) of normal, three adverse conditions to (.85) 3 or 61% of normal, etc.

My invention allows for the practical application of this derating principle by the zoning of highways into zones of definite variable speed limits depending upon conditions instead of fixed speed limits as at present. For instance, while forty (40) miles per hour might be allowed on, some particular highway at present, day or night, rain or clear, old truck or new car, this would not be true under the zoning method described herein and constituting a part of my invention. At night, in the rain, for an inexperienced operator, for vehicles of poorer classification, etc. the allowable speed limits of any particular section of a highway would be reduced individually for each operator depending upon the overall classification of his vehicle as operated. This reduction would take place automatically, the same highway zone marker conveying different allowable speeds for each vehicle-operator-condition classification.

As an exemplary embodiment, I have disclosed in the accompanying four sheets of drawings means by which (a) the speed zones may be established, (b) the vehicle unit classified in accordance with operating conditions, and (c) the coordination of these with means on the vehicle so as to effect an improved method of trafllc classification.

It is anticipated that relatively few different highway zones would be required to adequately regulate trafiic. For instance, using a system of numbering zones, zone 1 might allow speeds of travel roughly corresponding to twenty (20) miles per hour for operation under the most favorable overall conditions, zone 2 up to thirty (30) miles per hour, zone 3 up to forty (40) miles per hour, zone 4 up to fifty (50) miles per hour, and zone 5 up to sixty (60) miles per hour, the limits of each zone being reduced corresponding to the number and magnitude of unfavorable conditions affecting the particular vehicle as operated. As above indicated, for one declassification speeds of of normal might be permitted, and 72% of normal for two declassifications.

The drawings indicate a symbolic character for each zone. However, a large numeral on a marker might be employed, or for simplicity and economy in the transition from the present marker system to the zone system, the first digit of the present speed marker might be used to designate the zone number. That is, the three (3) of thirty-five (35), the two (2) of twentyfive (25), the one (1) of fifteen (15), the four (4) of forty-five (45), etc. might designate to those residing within the particular political subdivision speed zones three (3), two (2), one (1), and four (4) respectively, and to those residing outside the political subdivision and not in their resident area subject to the zoning principle, the regular limits shown on the marker, namely thirty-five (35) twenty-five (2'5) fifteen (15) ,and forty-five (45) miles per hour respectively.

In addition to the means of indicating to the operator compliance or non-compliance with zone dictates, I have provided in my invention a warning signal which would be given for a short duration whenever the vehicles speed increased to that of a higher zone. If speed corresponding to the higher zone were permitted, the Warning need not be heeded. Provision is also made for the giving of this same signal whenever the vehicle is brought to a legal stop, thereby giving the operator further information as to compliance with legal requirements and further assisting him in his efforts to avoid infraction of traffic laws.

Another object of my invention is the display of signals external to the vehicle showing the speed range, and the equivalent speed, or speed in terms of zones at which the vehicle is being operated. Similar signals would also be displayed within the vehicle for the further guidance of the operator, and in general the arrangement, number, color, etc. of the signals displayed to the operator, those displayed to others, and the highway zone markers would be similar or related in such a manner as to facilitate compliance with the law and to observe the operators compliance or non-compliance as the case may be.

These signals may be audible, visual, mechanical, semaphores, illuminated, electromagnetic waves, or any suitable combination or arrangement. They would be given by virtue of the vehicles speed of operation and would be entirely out of the control of the operator except zone speed is reached and the signal for that zone is given, during which interval the operator is given the warning signal.

Trafiic violations could therefore be easily and accurately determined without setting speed traps, clocking vehicles or in any manner jeopardizing the lives of enforcement officers and others. Dispute as to violation of the trafiic laws would be minimized since the signal displayed by the operation of the vehicle itself would be the means for determining violation and not by necessity the officers speedometer as is the present practice.

The fact that others are being informed of the vehicles speed and that citations may be given so readily would have a very tempering and salutary effect upon every operator.

None of the signals displayed or any of the means herein provided would of necessity interfere with the vehicles operation such as occurs with governors, because full power would be available at all times and for any emergency.

In order to set forth a concrete example of how conditions may aifect the regulating or controlling of traffic by the provision of my invention, let it be assumed 1. That the proper authorities would set up four arbitrary vehicular classifications, namely class 1, 2, 3, and 4, with class 1 vehicle representing the highest classification.

2. That the proper authorities would set up three arbitrary operator classifications, namely class 1, 2, and 3, with class 1 operator representing the highest classification.

3. That means he provided on each vehicle so that whenever its external lights are turned on, the vehicle unit would surfer a declassification.

4. That means be provided on each vehicle so that whenever the operator recognized bad drivas he operated the vehicle at different speeds and I as he may or may not recognize certain conditions, which recognition could also be made known to others.

In order to prevent the frequent changing of these signals when at the transition point from a delay is provided between the time the higher ing conditions such as wet pavement, rain, sleet, fog, etc., or turned on the windshield wiper, the vehicle unit would suffer a declassification.

5. That the proper authorities would, designate the resultant overall classification of a vehicle for the particular condition under which it is operated as an overall vehicular-unit classification of A, B, C, D, E, F, and G, with A being the highest, and with classification B, C, etc. representing one, two etc. deratings as may occur due to any combination of vehicle, operator or condition declassific-ation.

6. That the proper authorities would set up arbitrary highway speed zones of arbitrary speed limits for each zone for each overall vehicularunit classification, an example of which is shown in the following table, where six zones are indicated and their respective upper speed limits in miles per hour.

Unlim- Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 ited zone Overall vehicle-operator condition classifica- 20 30 40 50 Over 60. 17 26 34 42 51 Over 51. 14 22 29 36 43 Over 43. 12 18 25 31 37 Over 37. 10 16 21 26 31 Over 31. 9 13 18 22 27 Over 27. 8 11 15 19 23 Over 23.

Highway zone marker N0 1 2 3 4 5 E n d of Vehi le signal displayed to others 1 light 2 lights 3 lights. 4 lights. 5 lights. 5 ights d as h ing.

It is apparent that by various combinations of elements these six zones may be indicated by fewer than five signals. Also it is to be pointed out that both the number of zones and the speed range in each zone are arbitrary. As a rule it would not be expected that the higher zone limits would be generally legalized. 7 While a number of authorities might adopt speeds roughly approximating those as shown above for zone 5, only a relatively few would be expected to establish such unlimited speed zones as represented by zone 6.

These and other objects of the invention will become apparent to those versed in the art in the following description of one particular form of the invention which is more or less diagrammatically illustrated in the accompanying drawings, and which constitute a counterpart of the system and invention itself in which:

Fig. 1 is a front elevation of a zone 1 highway marker.

Fig. 2 is a front elevation of a zone 2 highway marker.

Fig. 3 is a front elevation of a zone 3 highway marker.

Fig. 4 is a front elevation of a zone 4 highway marker.

Fig. 5 is a front elevation of a zone 5 highway marker.

Fig. 6 is a schematic, fore-shortened map-like portrayal of a town and associated main highway.

Fig. 7 is a rear elevation of a vehicle on which has been placed signals embodied in this invention.

Fig. 8 is a detailed cross-section of a vehicle signal.

Fig. 9 is a plan view of means on the vehicle by which classification is affected, classification and speed zones are coordinated for guidance of operator and signals are initiated.

Fig. 10 is a front elevation of a part of the master classifying mechanism.

Fig. 11 is an end elevation of the master classifying mechanism.

Fig. 12 is a front elevation of the classifying section of the instrument panel of Fig. 9.

Fig. 13 is a front elevation of the speedometer.

Fig. 14 is a front elevation of the movable classification target immediately behind the face of the speedometer dial.

Fig. 15 is a cross-section of a valve in the hose to the windshield wiper shown in plan in Fig. 9.

Fig. 16 is a cross-section of the operators classification lock with operators key No. 1 1nserted.

Fig. 1'? is the same cross-section as in Fig. except that operators key No. 2 is inserted.

Fig. 18 is the same cross-section as in Fig. except that operators key No. 3 is inserted.

Fig. 19 is a section A -A through Fig. 16 and Fig. 18.

Fig. 20 is a section B-B through Fig. 16 and Fig. 17.

Fig. 21 is a section CC through Fig. 17.

Fig. 22 is a section DD through Fig. 18.

Fig. 23 is a complete schematic wiring diagram.

Fig. 24 is a detailed schematic diagram of the means for flashing the signals on and off.

Fig. 25 is a front elevation of mechanism for recording miles traveled in various speed zones and the number of legal stops made, taken on line E-E of Fig. 26.

Fig. 26 is a section of Fig. 27 taken on line F-F.

Fig. 27 is a front instrument panel View of Fig. 25.

Like characters of reference indicate like parts throughout the several views in the drawings.

Referring first to the speed zone markers, Figs. 1, 2, 3, 4, and 5, as well as the map, Fig. 6, in which these markers are shown in diagrammatic form. It will be noted that for simplicity only five instead of six speed zones have been established. Each marker is supported by some suitable structural member I to which I have'attached. a zone number marking tag 2, reflector buttons 3, and background member 4, the shape of which is distinctive for each of the five zone markers herein illustrated. Inscribed on this background member 4 are suitable characters. In this particular arrangement shown, the number of circles 5 inscribed on the marker 4 correspond to the number of the particular zone marker, one ring for zone 1, two rings for zone 2, etc. The configuration of these rings 5 is distinctive for each of the respective zones and corresponds with similar distinctive signals on the Vehicle to be subsequently described.

In the arrangement I have shown, the center of ring 5 is a reflector of either white or amber color and arranged to be visible at day or night. It is, of course, possible to make the center an illuminated signal if so desired. In Fig. 1 the center 6 is white; in Fig. 2 are shown two rings 5, the one at the left having a white center 6, and the one at the right having an amber center I; in Fig. 3 are three rings 5 with the center 6 of the left and the right rings being white and the center I of the middle ring being amber; in Fig. 4 are shown four rings 5, the first and third from left having centers 1 of amber and the second and fourth having centers 6 of white; Fig. 5 shows five rings 5, the first and fourth having centers 1 of amber and the second, third and fifth having centers 6 of white. The particular inscriptions, outline, form, colors, and arrangement are significant only insofar as thereby forming a distinctive and easily distinguishable marker by day or by night for each respective zone.

I have painted the supporting member i and placed reflector buttons 3 on it so as to further make the marker conspicuous and to convey information as to zone changes. For instance, if the particular marker is the beginning of a high er zone, green (Gr) reflector buttons and characters have been placed on it. If the marker indicates that the same zone is still in effect and is simply a reminder of that zone, amber (Am) buttons and characters have been employed. If the marker indicates a change to a lower speed zone, then red (R) buttons and characters have been used. As a still further means of calling attention to speed zone changes, the marker 2 attached to member I may be shaped or positioned to indicate the character of the change. For instance, if the change is to a lower zone, the marker might be of diamond shape, characteristic of the rather universally adopted highway danger sign. An example of this is shown in Fig. 3 where the marker 2 is diamond shaped. In the other figures the marker 2 is square and indicates either the same zone or a change to a higher zone. Obviously, the zone number marker 2 may be inscribed on the background 4; that is, it is not necessary that marker 2 and background member 4 be separate elements.

The markers referred to above are shown diagrammatically on Fig. 6 by round circles with numbers in their centers, a 1 in the circle indicating a marker as shown in Fig. 1, a"2 indicating a marker as shown in Fig. 2, a 3 a marker as shown in Fig. 3, a 4 as shown in Fig. 4, a 5- as shown in Fig. 5, with the subscript letters R, Am, and Gr indicating respectively the beginning of a lower speed zone, the continuation of the same speed zone, and the beginning of a higher speed zone, and characteristically marked as heretofore described. Also on Fig. 6 are shown vehicles 8 to I9 inclusive operating on a crossroad CR-RD and main highway Hi through the business Bu and surburban Su sections of the town Tn and rural Ru sections of the highway.

In order to further explain how my method of trallic control provides for the individual regulation of each vehicle and operator for the particular existing conditions and assuming vehicleoperator-condition classification to be set up by the proper authorities as previously outlined, I have assigned in the following table a vehicle and operator classification for each of the vehicles 8 to I9 inclusive shown in Fig. 6, and. also have shown how such classifications would be modified by darkness and or bad driving conditions.

by virtue of marker '21 would be allowed to increase its speed to that permitted in zone 4 for its particular VO classification of D; marker 28 indicates the beginning of zone 3, vehicle unit I8 having passed the right angle turn marker 28 would be allowed to increase its speed at marker 29 to that allowed in zone 5 for its particular V-O classification E; vehicle unit I 9 would have to slow down to speeds of those allowed in zone 3, just having passed speed reduction markers 33 and 3|. 7

Upon turning on the lights each of the vehicle units 8 to I9 inclusive, as will be explained later, would be declassified to the next lower classification; also upon the recognizing of bad driving conditions the same declassification would occure, and if these two factors should occur simultaneously then a double derating would be in effect. Then vehicle unit I4, for example, would have to reduce its speed for, although still traveling in zone 2 as shown by marker 25a, its classification would be reduced from C to E.

As each of the vehicles continues along the highway, its speed would have to be modified as directed by the respective zone markers. As vehicle I8, for instance, proceeds to marker 30,

Overall Overall unit classification Vehicle Operator vehicle- Vehlcle units lassificaclassificaoperator Fig. 6 c For darkness For darkness g or bad drivand bad drivn ing condition ing condition 1 1 A B O l 2 B O D l 3 C D E 2 1 B O D 2 2 C D E 2 3 D E F 3 l O D E 3 2 D E F 3 3 E F G 4 1 D E F 4 2 E F G 4 3 F G G Vehicle unit 8 would therefore have an A classification, the best, and would be allowed to travel at higher rates of speed in each respective zone than would the rest of the vehicle-units. Units 9 and II would have the next highest classification, units I0, I2, and I4 the next highest, etc.

Assuming each of the vehicles 8 to I9 inclusive being in motion, then at the instant the vehicles are at the positions shown in Fig. 6, vehicle unit 8 would be required to come to a legal stop; vehicle unit 9, according to marker 20, is restricted to travel at the speeds allowed in zone 1 for its particular overall vehicle-operator (V O) classification B; vehicle unit I0, according to marker 2|, would be permitted to operate at speeds allowed in zone 2 for its particular V-O classification C; vehicle unit I I, while also still in zone 2, marker 22, would be allowed higher speeds since its particular VO classification is B and therefore higher than that of vehicle I0; vehicle unit I2 with a V0 classification of C is required to slow down to zone 1 speeds upon encountering marker 2 1 at school 23, and then permitted to resume speed of zone 2 at marker25; vehicle unit I3 would be permitted to travel at zone 2 speeds having passed marker 25; vehicle units I4 and i5 would likewise be permitted to travel at speeds allowed in zone 2 for their respective VO classifications of C and D; vehicle unit I6 would be allowed to increase its speed to that allowed by zone 3 in accordance with marker 3| and then 32, its speed would have to be progressively reduced from that allowed in zone 5 to that allowed in zone 4, zone 3, and then zone 26 with its Gr sub-markings; vehicle unit ll (6 2, if infraction of the law is to be avoided.

One possible form of signal given by the vehicle is shown in Fig. 7 where lamps 35, 36, 31, 38 and 39 are speed zone signals mounted on support 43. Means, as described later, are provided so that when the vehicle is traveling at speeds not exceeding those allowed in zone 1 for the particular overall equivalent classification of the vehicle under the conditions it is operated, then one signal 36 is illuminated indicating thereby an equivalent speed corresponding to that allowed in zone 1. When the speed of motion increases to that allowed above zone 1, but not beyond zone 2 then two signals 36 and 38 are given; in the particular arrangement shown, 36 would be white and 38 amber andon a horizontal line so as to correspond as closely as possible to the configuration, arrangement, color, etc. of the highway zone 2 marker shown in Fig. 2. Fig. 8 shows a detailed cross section of a vehicle signal where 43 is a supporting member and 35 is the signal light.

In a like manner, as speeds are increased one additional signal is given for each zone andthe color, arrangement, etc. of the vehicle signals is similar to the highway zone marker. Signals 3'! and 39 are white and signal 35 is amber. In the particular arrangement shown all five signals would be displayed whenever speeds ex ceeding those allowed in zone 4 were reached. That is, zone 5 is in reality a no-limit zone. By means, as will be described later, the signals in zone 5 may be made to flash on and oif at a rate proportional to the vehicles speed, thereby giving to others a measure of the actual rate of travel. Signals 40, 40a, and 40b located on the rear of the vehicle as indicated in Fig. 7 show respectively the recognition of bad driving conditions, the operation of the vehicle by a class 2 operator, and by a class 3 operator.

The license tag M by a particular code may be made to show the vehicle classification, or this classification may be shown by the auxiliary tag 42 attached thereto.

The speed zones, as shown by Fig. 1 to 5 inclusive and as indicated on map 6, mean different allowable speeds of travel for the different overall equivalent vehicle-unit classification, and the signals on the vehicle 35 to 39 inclusive represent rates of speed corresponding to those permitted by the vehicle for each zone while signals 40, 40a and 40b, markers M and 42, as well as the car tail lights 4Ia indicate respectively the recognition of bad driving conditions, the classification of the operator, the classification of the vehicle, and the recognition of light or darkness. Others may therefore check the overall classification of the unit or any individual factor making up its total equivalent classification. Assuming the classification to be correct, then if the number of signals 35 to 39 displayed exceeds the number of the zone in which the vehicle is traveling, violation would be self-evident. For instance,'if three lights were showing in zone 2, violation would be obvious, and even to a greater extent if four lights were showing. Likewise, travel at slower speed than that designated by a particular zone would be evident if the number of signals were less than the zone number. Regulation against subnormal as well as abnormal speeds would be thus made practical.

One form of mechanism is shown on the drawings for indicating to the operator the allowable speeds in each zone for his particular overall vehicle classification as operated.

Referring to Fig. 13, the target 92 pivoted at 95 is placed behind the speedometer dial 96 in such a manner that the shaded and unshaded segments of target 92, characteristically representing allowable speeds in each zone for each classification, are made to appear through a slot 98 in dial 96 as the target is made to move about 95. Likewise classification letters A, B, C, etc. on target 92 are made to appear through aperture 99 in dial 9B. In Fig. 13, the target is in the position of classification. A and as it moves to the right (by means which will be described later) it assumes classification positions B to G nclusive, position G shown in dashed outline in 13. Likewise as it moves to the right, progressively lower and lower allowable speed ranges (in M. P. H.) are indicated through slot 98 for each zone. These, as arbitrarily used in the drawings, are shown in the first part of the following table, and their drawing reference characters in the second part. It is to be noted that this table differs from that shown on. pa e i both the miles per hour allow d in each zone and in the number of zones. Five instead of six, zones were selected for this example in order to simplilfy the drawings and explanation. The speed ranges shown were selected as an example of approximately uniform increments in stopping distance for each higher zone.

The signals displayed for each zone are the same as for the example on page 2 except for zone 5. In this example, in zone 5, all five signals are not only displayed but also flashing at speeds corresponding to zone 5. As in the previous example speeds corresponding to the highest number zone might be legal in very sparsely populated areas but unlawful in others. In other words, legal or illegal operation is a relative matter and fundamentally is determined by comparing the position of the speedometer indicator I92 relatively to the segments of Fig. 14 with the highway zone marker which dictates the speed limits for the section of the highway in which the vehicle is traveling. As will be explained later, the position of pointer I02 relatively to the segments of Fig. 14 and their electrical counterpart contact 93 and the commu- 'tator segments of commutator 94, determine what signals are to be displayed, thereby giving a secondary way in which a determination may be made of legal or illegal speeds of travel.

i qggg afi g Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 A 0-22 22-34 34-43 43-41 over 51. B 0-18 18-28 28-36 36-43 OVGI 43. C. 1 0-14 14-24 24-31 31-37 over 37. D 0-11 1 1-21 21-27 27-32 0V8]? 32. E 0-9 9-17 17-23 23-28 Over 28. F 0-8 3-14 14-19 19-24 0 V61 24. G 0-7 7-13 13-17 17-21 Over 21.

92a 92b 92!! 92d 920.

92a 89b 89C 8911 926.

92a Q01) 90!! god 928.

92a 91b 91C 91 928.

92a 50b 50c 50d 92c.

Segments in the drawing having subscripts a, c, and e are shown as White, and b and d as amber, so as to provide an easily distinguishable zone marking and one having a similarity with the highway markers and vehicle zone signals; however, any arbitrary color code could be employed. Segments 98a and 98b on dial 96 represent the same characteristic markings as on target 92, namely 82c and 92a respectively.

The operator would not have to concern himself with his vehicle unit overall classification or his speed of travel in terms of miles per hour. It would simply be necessary for him to observe the markers on the highway and to see that the indicator I02 of his speedometer was at all times within or not in excess of the confines of the particular highway zone in which he was traveling as shown on target 92 through slot 98. The movement of this target and its calibrations together with the speedometer indicator I02 essentially form a new and convenient type of instrument for the effective guidance of the operator in the matter of safe operating speeds.

The position of target 92 is determined by the master classifying mechanism 300 (see Fig. 9) through sliding member 34, linked to target 92 by pin 302 into slot 91. A horizontal movement of member 30I causes a movement of target 92 about point 95, thereby showing the allowable speeds for each classification, as previously explained. Member 3ill is fixed to the master classifying mechanism 300 at positions 305, 366, 391 or 308 by pin 304 inserted through holes in wall of tube 303. Insertion of pin 334 in one of the above equally spaced holes sets the classification of the vehicle. When in hole 305 as shown, the vehicle classification is set as that of No. 1, and when in holes 303, 301, or 308 the classification is set at No. 2, N0. 3 and No. 4

respectively. A means 3030. is provided for sealing the pin in its proper classification position bythe properly constituted authorities. When pin 304 is inserted and sealed into any one of its four possible positions, member 301 and tube 303 are thereby rigidly connected together, but

free to move axially in bearings 309 and 310.

The axial position of these members 301 and 303 is determined by cams 313, 3111 and 3115, end plate 312 of member 303 being held against the face of cam 313 by spring 3| 1. All these cams, bearing 310, as Well as spacer plates 316 and 311 are supported and restrained by suitable structural members 319 and 320. Cams 313 and 314 are free to slide in slot 321 along a line parallel to the axis of member 303 as well as,

- 305 and 306 in member 303, a distance that will cause target 02 to move from one classificaticn position to the next. Cam 314 is of similar shape. When cam 314 is rotated 90, separator plate 316 slides in slot 318 in structural members 319 and 320 while cam 313 slides in slot 321. Cam 315 has been shaped so that a 90 clockwise motion will cause a movement of memher 301 equal to the distance between holes 305 and 306, a90 counterclockwise motion will cause a movement of twice the distance between 305 and 303 and like the other two cams a 180 movement will result in no change in the position of member 301.

Cam 313 is caused to rotate 90 clockwise by turning light switch control knob 81 in instrument panel 45 from the off to the on position since this knob is connected to cam 313 by flexible shaft 83. Turning knob 01 also causes light switch 1'1 to be thrown to the on position completing a circuit from supply lead 4'1 to vehicle light circuit 11a. Bearing 83a supports shaft 83.

Cam 314 is caused to rotate 90 clockwise by turning driving condition control knob '13 from the good to the poor position since this .knob is connected to cam 314 by flexible shaft .75. The same motion causes switch '13 to be thrown to the on position completing a circuit from lead 100 to 11b and energizing a suitable signal 40 that will inform others that the operator recognizes bad driving conditions. The turning of knob 13 to the poor position opens valve '18 in windshield wiper supply line 10, making it possible to operate the windshield wiper if it is of the pneumatic type. Bearings 15a and 15b support shaft '15. If an electric cylinder 53 restricted by stop 63 in slot 62.

windshield wiper were used it would be connected to circuit 11b.

Other cams may be placed in series with cams 313 and 31 1 and similar classification movements obtained by either automatic or manual means.

Cam 315 is positioned by cable 69 directly connected to operator classification mechanism contained within lock housing 51. Directly connected to the cylinder of this mechanism is an auxiliary cam 49 which has as its function the blocking of access to the ignition lock 44 by the ignition key to others thanthose qualified, the seizing of the operators classification key until the ignition key is removed and the operators classification indication 51b returned to the off position, as well as the providing of a limit stop against block 30 for the No. 1 position.

In the particular arrangement shown, the lock is constructed so that the cylinder 53 may be caused to turn by three different operator classification keys, each permitting a certain selective motion. The mechanism (Figs. 16 to 22 inclusive) consists essentially of (1) an outside housing 51, (2) two like thin wall rings 53 and 56a placed side by side inside of housing 5! containing stops 63 and 65 respectively, (3) an inner cylinder 53 inside of rings 56 and 56a, having two slots, 62 opposite ring 56, and slot 63 opposite rings 56a, for limiting of its movement with respect to the stops 63 and 65 respectively, (4) two sets of two tumbler pins and associated spring contained in tumbler wells 53a opposite ring 56 and 53b opposite ring 53a, both wells extending from outside retaining cap 51a to center line of cylinder 53, (5) a key slot 53d in cylinder 53 extending axially and of a width slightly less than the diameter of the tumbler pins to prevent their falling beyond the limits of the tumbler wells, (6) three associated operator classification keys 52, 61 and 04 for class 1, 2, and 3 operators respectively.

Selective action is obtained by the three keys by (a) positioning tumblers so that rings 56 and 53a are made fast to cylinder 53 but free to turn within housing 51, (b) positioning tumblers so that ring 56 is made fast to cylinder 53 and free to turn within housing 5'1 but that ring 56a is made fast to housing 51 and therefore freedom of cylinder 53 restricted by stop 35 in slot 66, (c) positioning tumblers so that ring 53a is made fast to cylinder 53 and free to turn within housing 51 but that ring 56 is made fast to housing 5'! and therefore freedom of Indicator 5711, free to turn in the panel, is arranged so that as the operators classification key is turned, it moves to indicate the classification. The assembly is held together by restrainingwashers 54.

The following table sets forth an analysis of the operations of the mechanism, its associated electrical switch and classifying cam 315 for each of the operator classification keys 52, 61 and 64. For reference, see Figs. 16 to 22 inclusive, where Fig. 19 represents section A-A, Fig. 20 section B-B, Fig. 21 section C-C, and Fig. 22 section DD Indicator 570 shows class- Key lling 56 fixed to- Ring 50a fixed to c y Cylinder 53 by pin 59!) Housing 57 by pin 59a... Cylinder 53 by pin 59!)... Housing 57 Cam 49 and stop 60. Stop 63 in slot 62. Stop 65in slot 66. Stops 63 and 65.

a Electric circuit com- Position of key Limit of motion meted Position of cam 315 target 92 52.. 180 clockwise 90 coun- No contact 180 clockwise No change.

terclockwise. I I 61 90 clockwise 50 to 60a signal 40a 90 clockwise Onetdeclassifica ion. 64 90 counterclockwisc 50 to 50b signal 40b. 90 countcrclockwism... Twofdeclassifica 'lOIlS. Nono* None N0 movement No movement.

*Access to ignition lock 44 blocked by cam 49.

The arrangement shown was selected to give an example of one form of interlocking between an operators classification means and the vehicles master control element, the circuit of which could not be completed unless one or other of the proper operator classification means was employed. By this particular form it is not intended to convey the conception that the same operator classification keys would of necessity fit the lock mechanism on all vehicles. One set of operators license keys might fit all private pleasure cars, another light trucks, another heavy trucks, another taxicabs, another busses, etc. That is, for instance, while a certain individual might be highly qualified to operate a private pleasure car and hold an official class 1 passenger car operators license and associated key hearing his license number, he might not possess sufiicient qualifications as a class 1 truck operator. On the other hand, it might practically follow that a class 1 truck driver woud be sufficiently qualified as a class 1 pleasure car operator and his key could be designed to fit both locks making, in that instance, the carrying of duplicate operators keys unnecessary.

The position of target 92, calibrated to provide a ready reference zone speed guide for the operator, is therefore controlled by the position of pin 304 as sealed by the authorities in classifying the vehicle, by the turning on and off of the vehicle lights, knob BI, by the turning of knob 13 when recognizing wet or slippery pavement, abnormal trafiic congestion, etc., by the operation with officially granted license keys of the operators classification mechanism, or by any other similar automatic or manual means.

As connecting rod 30I is made to move by the master classifying mechanism 300, connecting pin 30Ia in slot 30Ib causes arm 30Ic pivoted at center said to move contact 93 over face of commutator 94 to the corresponding classification lanes A, B, C, etc. Each of these lanes is simply a position and not an insulated section of the commutator; they, however, determine the speed at which contact 93 completes an electrical circuit to the zone signal segments I05, I01, I09, III, H2 or II3 of commutator 94. Shaft I04, through suitable instrumentalities, is made to turn at a speed proportional to the speed of the vehicle; this action, in turn, through speed responsive means I03 and shaft IOI, causes commutator 94 to be positioned in proportion to the vehicles speed. Commutator 94 and contact 93 therefore become the meeting ground for the initiation of signals in proportion to the vehicles speed and in accordance with its selected overall classification.

Fig. 23 shows a developed view of this commutator, its insulated segment, adjustable sliding contact 93, as well as the complete wiring diagram for the giving of all signals associated with my invention.

Potential is supplied from a battery or source I41 through lead 41 to (1) light switch 11, lead 11a to vehicle lights, (2) ignition switch 46, lead I00 to driving condition switch 16, lead 11b to external signal mounted on the rear of the vehicle, (3) ignition switch 46, lead I00 to operator classification switch 50, leads 53a or to driver classification signals 40a and 40b, (4) ignition switch 46, lead N10 to commutator 94, associated relays, signals and recorders. One group of these signals 35, 36, 31, 33 and 39 referred to previously are speed zone signals mounted on the top of the vehicle. Another group I85, I50, I31, I10 and I are also speed zone signals but these are mounted inside the vehicle on the panel board behind translucent caps I, I50, I81, I10 and I80. A third group are speed zone recorders I12, I12a, I86, I88 and I88a. In addition to these there is a zone change warning light I 11 and a zone change warning bell I18, which may both be mounted on the instrument panel.

The function of the relays and associated equipment is twofold, first, to permit the commutator 94 to handle comparatively small currents instead of the full signal currents and sec 0nd, to delay the giving of certain signals a predetermined short interval as will be subsequently described.

Potential from lead I00 is supplied to the sliding contact 93 which. in turn supplies potential to the selected commutator segment. From these segments are leads to the coil circuits of auxiliary relays I3I to I36 inclusive, which either cause certain signals to be given at once or at some later predetermined interval. These auxiliary relays are energized in the following manher, one at a time depending upon the position of sliding contact 33 on commutator 34 (the special case of contact 93 completing the circuit to two commutator segments simultaneously will be treated later) When contact is made to segment I05 (legal stop segment) a circuit is completed to lead I06 to coil I91 of relay I36; when contact is made to segment I01 (zone 1 segment) a circuit is completed to lead I08 to coil I48 of relay I3I; when contact is made to segment I09 (zone 2 segment) a circuit is completed to lead H0 to coil IEI of relay I32; when contact is made to segment III (zone 3 segment) a circuit is completed to lead H4 to the coil of relay I33; when contact is made to segment I I2 (zone 4 segment) a circuit is completed to lead I I5 to the coil of relay I34; and when contact is made to segment Ii3 (zone 5 segment) a circuit is completed to lead IIB to the coil of relay I35 Assuming a commutator position such that auxiliary relay I3I will be energized, then its break contact I63 will be open. All the other relays will be de-energized and potential will be supplied from lead I00 to lead I64a through a pair of break contacts of relay I45 to lead I64 to lead I55 to No. 1 zone external signal 36 and internal signal I50. Next assuming a vehicle speed increase or a declassification movement of contact 93 such that relay I3I is de-energized and relay I32 energized, then signals 35 and I50 will still be displayed through de-energized contacts of relay I45, for only relay I32 will be energized. At the same time break contacts I522) of relay I32 will be opened and potential supplied from lead I88 to lead I651; through make contacts I52a to heating element I53 of time delay thermal relay I31, through break contacts I54 of de-energized relay I42 to common ground return lead I55 to battery, also another circuit from contacts I52a through lead I13, break contacts I14 of relay I42 through rectifier I15 to lead I18 to Warning bell I18 and warning light I11, both located inside the car on the operating panel, through lead I19 to ground. After a short time delay, bimetal strip I58 of relay I3'I makes contact with I51 carrying positive potential from contacts I52a of relay I32 through lead I6I to coil I58 of relay I42, thereby energizing this relay which in turn opens contacts I 54 in heater circuit of relay I31.

Relay I42 seals itself closed through its make contacts I58, the complete circuit being from lead I88 through contacts I63 of relay I3I, lead I53a, lead I82, contacts I88, lead IGI, to coil I58. As long as relay I3I remains de-energized, the sealing circuit will be complete. The energizing of relay I M, such as would occur with vehicle speed being reduced to that corresponding to zone 1, would immediately de-energize relay I42, since the thermal element contact I55 would be in the cold or off position and therefore unable to supply potential to coil I58. At the time relay I42 was energized, the warning signal circuit through contact I14 was broken and a display signal circuit completed through contacts I51.

The completion of contacts I61 provided the following source of supply to the signals; from lead I88 to lead I64a, contacts I841) of relay I45, lead I64 to contacts I81 to lead I89 to external display signal 38 and internal display signal I18. As the vehicle speed is increased to that of zone 3, relay I 33 is energized and relay I32 de-energized.

Ihe energizing of relay I33 sets up an exactly similar time delay circuit as that previously described. In this instance, the circuit is set up through relays I38 and I43 and warning signals are given as previously described until relay I38 closes, in turn closingrelay I43 which seals itself in through its bottom contacts and contacts I522) of relay I32 as well as contacts I83 of relay I3I. Therefore relay I43 will remain closed until either relay I32 or I 3| is energized removing its sealing supply. The closing of relay I43 completes through lead I88a a supply circuit to signals 39 and I88. The circuit from contacts I82 of relay I33 through rectifier I83, lead I84 to lead IEI and coil I58 of relay I42 is provided for the purpose of energizing relay I42 immediately upon the energizing of relay I33 regardless of Whether relay I31 had had time to complete its circuit. This connection has the two-fold purpose of giving the lower speed signal when the speed is reduced from one segment to the next, and also of preventing the signal from lagging the speed by more than one step at a time on rapid acceleration. In a like manner, relay I34 upon closing provides a source of supply through rectifier I83a, lead I84a, to coil of relay I43 and also through rectifier I84b, rectifier I83, lead I84, lead I6I, to coil I58 of relay I42, immediately closing relays I42 and I43, upon the energizing of relay I34. When relay I 34 closed it set up a timing circuit through relay I39 and relay I44,

giving the Warning signals. Then when relay I44 closed it energized signals 35 and I85 through contacts similar to those described for the pre vious relays.

In a like manner, similar circuits areset up by the closing of relay I35 and the energizing of time delay relay I 48. Signals 31 and I 81 are displayed upon the closing of relay I45, making a total of five signals displayed to others as well as the operator, denoting a vehicle speed corresponding to that allowed in zone 5. Relay I45, however, is provided With five sets of contacts instead of four as are relays I42, I43 and I44. This additional set of contacts I841) is opened upon the closing of relay I45, thereby removing a short circuit between leads Ifi4a and I84, leaving resistor I 99 a circuit breaking device I95, Fig. 24, in parallel between the two leads. Internal dash board display lamps I85, I58, I81, I18 and I38 are connected in parallel with lamps 35, 3t, 31, 38 and 39 just described. Indicators I85, I58, I81, I18 and I59 are transparent color caps on the dash board through which the lamp signals are displayed. Device I95 is connected to shaft I84 which revolves at a rate proportional to the vehicles speed. Its periphery is made up of two segments, I91 being a contacting surface and I93 an insulating surface. As I95 revolves, a circuit from lea-d I9I through contact I94, commutator I95, contact I93, and lead I92 is made for a half revolution and opened for the next half revolution. During the half revolution in which the circuit is made, a short circuit in reality still exists between leads IBM and I84 and full potential is available to all of the signals displayed. During the half revolution that the circuit between I94 and I93 is broken, then the supply to the signals from lead I88 to lead I84 is through resistor I which introduces a high potential drop. As I95 revolves, the display signals are caused to flash on and ofi at a rate proportional to the speed at which I95 revolves and therefore in proportion to the speed of the vehicle. By suitable gearing the flashing may be made to occur at a relatively slow rate so that by counting the flashes during a definite period of time the speed of the vehicle could be determined.

Solenoids I12, I12a, I85 and I88 are energized Whenever relays I42, I43, I44 and I45 respectively are energized. These solenoids cause registers to record the miles traveled in each zone and the number of times the speeds corresponding to that particular zone were reached. Solenoid I830; causes a recording of the number of stops. Lead I1I is connected to energize solenoid I12 and lead I831) supplies solenoid I12a.

Returning to the special case of contact being made to two zone segments of commutator 94 simultaneously; should this occur and for instance cause both relays I32 and I33 to be closed then break contact I521) would open the sealing circuit to relay I43, immediately opening it if it were closed. If the condition continued for some time, then relay I43 would open and close slowly.

When the vehicle is brought to a stop, commutator segment I85, extending from about zero to one mile per hour, of commutator 94 is energized from brush contact 93 through lead I86 to coil I31 of relay I38 which causes make contacts I98 to be closed. Contact I98 energizes lead 298 to resistor 28I of time delay relay MI and coil 282 of relay I45. Energizing of coil 282 causes make contacts 283 and 234 to be closed, contacts 204 and associated leads sealing relay coil 19'! in closed position operating register 188a, lamp 111, and bell 178 and causing all speed zone signals to be displayed through lead 205 to relay 145 and through rectifier 236 to relays 144, 143 and 142. The connections to the thermal element 201 of relay 141 are such as to open supply to coil 202 of relay 146 after a predetermined short interval of time, regardless of whether coil i9"! is still energized through lead 106 or not. When relay thermal element opens, resistors 201a and 201 are placed in series reducing the heating effect, should the vehicle remain in the stopped position for a considerable time.

Fig. 27 shows a panel view of zone registers. Shaft 208 in Fig. 26 is driven through suitable gearing from drive shaft of vehicle. Gear 2% is keyed to shaft 208. At top of gear 209 is a gear 2| on movable shaft 21 1. One end of shaft 211 connects to a cyclometer 2-12 supported on trunnions 213. The other end of shaft 211 is supported by bearing and structural member 214. This member 2l4 is held in an upward position by spring 215 and thereby causes gear 2i!) to be disengaged from main driving gear 209. When magnet 188 is energized, however, member 2M is pulled down which brings shaft 211 down and gear 210 into mesh with large gear 209 and causes cyclometer 212 to register in terms of miles, distance traveled, while coil 108 is energized. As previously explained, this coil 188 is energized whenever the vehicle is traveling at a speed corresponding to that allowed in zone 5. Therefore, the cyclometer 212 registers miles traveled by vehicle when speed corresponds to that allowed in zone 5, all conditions of vehicle classification, operators classification, driving conditions, visibility, etc. having been taken into account automatically.

At the same time that shaft 211 was pulled down by the energizing of coil 188, lever 216 was also pulled down through spring 211, the pulling down of lever 216 having caused the counter 218 to make one registration. Therefore, while the cyclometer 212 is registering the miles traveled, the counter 218 registers one for each time a speed is reached corresponding to that allowed in zone 5.

Fig. 27 shows an example of the appearance of the cyclometers and counters as may be viewed through the panel board 226. The cyclometers 219, 220, 222, 224 and 212 record respectively total miles traveled, miles traveled at speeds corresponding to No. 2 zone and higher, miles traveled at speeds of No. 3 zone and higher, miles traveled at No. 4 zone speeds and higher, and miles traveled at No. 5 zone speeds. Counters 221, 221, 223, 225 and 218 register respectively total number of times vehicle was brought to legal stop and total number of times the signal relays for No. 2, 3, 4, and 5 zone signals were energized.

It is understood in this proposed method of speed control as set forth herein that the method need not be adopted in its entirety by any or all authorities, nor even in fact that legal authorities adopt any part of the invention. It obviously has direct advantages without legal enactment, particularly as a safety guide to operators and for fleet owners. Some legal authorities may elect to not classify operators, others may elect to not classify vehicles, etc. Some may adopt only the speed zone marker system.

As shown in this specification, each derating derates the vehicle by a unit classification. It is, of course obvious that other instrumentalities may be employed or the examples given modified to derate the vehicle in fractional or greater than a unit derating for certain conditions.

The disclosed and other forms of the pieces of apparatus I employ as instrumentalities by means of which I carry out the provisions of my improved method or system of traffic control, I reserve for divisional application covering specific features thereof.

Having thus described my invention what I claim is:

1. In a system for regulating over a highway the speed of difierent classes of vehicles under different conditions of driving and under different classes of drivers, the combination of indicating means arranged on the highway in different zones thereof and indicating for each zone the permissible speed therein for a preselected class of traffic under preselected drivers and driving conditions, indicating means on the vehicles capable of giving variable indications corresponding to the different highway indicating means and thereby indicating whether or not a vehicle complies with said highway indicating means, and means controlled by the substantial cessation of the speed of the vehicle for causing said second mentioned indicating means to display a legal stop signal for a predetermined interval of time.

2. In a system for regulating over a highway the speed of different classes of vehicles under different conditions of driving and under different classes of drivers, the combination of indicating means arranged on the highway in different zones thereof and indicating for each zone the permissible speed therein for a preselected class of traffic under preselected drivers and driving conditions, indicating means on the vehicles capable of giving variable indications corresponding to the different highway indicating means and thereby indicating whether or not a vehicle travels at a permissible speed, means controlled by the speed of the vehicle for causing said second mentioned indicating means to display said variable indications after a predetermined lapse of time, and means for modifying said speed-controlled means to adjust it for different classes of vehicles and different conditions of driving, said means comprising means accessible only to properly constituted authorities for limiting the control of the speed-controlled means upon the indicating means in accordance with the class of vehicle and driver thereof, and further means operable by the driver, as an incident to changed driving conditions requiring a reduction in speed to further limit the control of said control means.

3. In a system for regulating over a highway the speed of vehicles under different conditions of driving, the combination of indicating means arranged on the highway in different zones thereof and indicating for each zone the permissible speed therein for variable preselected driving conditions, indicating means on the vehicles capable of giving variable indications corresponding to the different highway indicating means and thereby indicating whether or not a vehicle travels at a permissible speed, means controlled by the speed of the vehicle for causing said second mentioned indicating means to display said variable indications, and means for modifying said speed-controlled means and operable as an incident to recognition by the driver of changed driving conditions which require modification of speed.

4. In a system for regulating over a highway the speed of different classes of drivers, the combination of indicating means arranged on the highway in different zones thereof and indicating for each zone the permissible speed'therein for a preselected class of drivers, indicating means on the vehicles capable of giving variable indications corresponding to the different highway indicating means and thereby indicating whether or not a driver travels at a permissible speed, means controlled by the speed of the driver for causing said second mentioned indicating means to show said variable indications, and means for modifying said speed-controlled means to adjust it for different classes of drivers.

5. In a system for regulating over a highway the speed of different classes of vehicles, the combination of indicating means arranged on the highway in different zones thereof and indicating for each zone the permissible speed therein for a preselected class of vehicles, indicating means on the vehicles capable of giving variable indications corresponding to the different highway indicating means and. thereby indicating whether or not a vehicle travels at a permissible speed, means controlled by the speed of the vehicle for causing said second mentioned indicating means to show said variable indications, and means for modifying said speed controlled means to adjust it for different classes of vehicles.

6. In a system'for regulating over a highway the speed of different classe of vehicles, the i combination of indicating means arranged on the highway in different zones thereof and indicating for each zone the permissible speed therein for a preselected class of vehicles, indicating means on the vehicles capable of giving variable indications corresponding to the differtrolled means to adjust it for different classes of vehicles, said means comprising means accessible only to properly constituted authorities for limiting the control of the speed-controlled means upon the indicating means in accordance with the class of Vehicle.

'7. In a system for regulating over a highway the speed of different classes of vehicles under different conditions of driving and under different classes of drivers, the combination of indicating means arranged on the highway in different zones thereof and indicating for each zone the permissible speed therein for a preselected class of traific under preselected drivers and driving conditions, indicating means on the Vehicles capable of giving variable indications corresponding to the different highway indicating means and thereby indicating whether or not a vehicle travels at a permissible speed, means controlled by the speed of the vehicle for causing said second mentioned indicating means to display said variable indications, and means for modifying said speed-controlled means to adjust it for different classes of vehicles and different conditions of driving, said means comprising means accessible only to properly constituted authorities for limiting the control of the speedcontrolled means upon the indicating means in accordance with the class of vehicle and the driver thereof, and further means operable-by the driver, as an incident to changed driving conditions requiring a reduction of speed, to further limit the control of said control means.

LESTER L. BOSCH. 

